WO2010035411A1

WO2010035411A1 - Guided vehicle system

Info

Publication number: WO2010035411A1
Application number: PCT/JP2009/004368
Authority: WO
Inventors: 原崎一見
Original assignee: 村田機械株式会社
Priority date: 2008-09-26
Filing date: 2009-09-04
Publication date: 2010-04-01
Also published as: TWI456366B; EP2343616A4; KR20110044805A; KR101246280B1; CN102160007A; TW201012723A; JPWO2010035411A1; EP2343616A1; CN102160007B; JP5088415B2; US20110178657A1

Abstract

A guided vehicle system which attains high carrying efficiency by designing an elaborate exclusion control at a joint section. The guided vehicle system (1) is provided with a traveling path, a plurality of guided vehicles (3), and a guided vehicle controller (27). The travelling path comprises a linear section (45), an exit-side connecting path (39), and a second joint section (41) where both of the paths join together. The guided vehicles (3) travel on the traveling path. The exit-side connecting path (39) comprises a standby section. The guided vehicle controller (27) controls the traveling of the vehicles (3). Until a predetermined number of guided vehicles (3) stop in the standby section of the exit-side connecting path (39), the guided vehicle controller (27) keeps the guided vehicles (3) on standby in the standby section of the exit-side connecting path (39) while allowing other guided vehicles (3) to continuously pass from the linear section (45) to the second joint section (41).

Description

Transport vehicle system

The present invention relates to a transport vehicle system, and more particularly, to a transport vehicle system in which a plurality of transport vehicles travel on a route having a junction of two routes.

2. Description of the Related Art Conventionally, a transport vehicle system having a circular track, a plurality of stations provided on the path of the circular track, and a plurality of transport vehicles that travel in one direction along the circular track to transport articles is known. Yes. In the transport vehicle system, exclusive control is performed in order to prevent a collision at an intersection such as a branching section or a merging section (see, for example, Patent Document 1).

Hereinafter, exclusive control will be described. With a predetermined section upstream of the intersection as a specific area, the transport vehicle that has entered the specific area requests the system controller to block the intersection. And if a blocking is permitted, a conveyance vehicle will approach an intersection, but if blocking is not permitted, it will wait in front of an intersection. When the transport vehicle passes the intersection, the transport vehicle requests the system controller to cancel the blocking. As a result, the next transport vehicle can travel the intersection. Note that the transport vehicle has a sensor that detects an obstacle ahead, and when the preceding transport vehicle is stopped, the preceding transport vehicle is detected by the obstacle sensor so as to avoid a collision. Stop.

JP 2002-351543 A

In the conventional transport vehicle system, when a plurality of transport vehicles have traveled from two routes in the junction unit, exclusive control is performed so that the transport vehicles alternately pass through the junction unit from each route. For this reason, the transportation vehicle repeatedly stops once in each route. If there is a stop once, a delay time until the restart will occur, so that the overall transport efficiency is lowered.

An object of the present invention is to provide a transport vehicle system that realizes high transport efficiency by devising exclusive control at a junction.

A transport vehicle system according to an aspect of the present invention includes a travel route, a plurality of transport vehicles, and a controller. The travel route includes a first route, a second route, and a junction where the first route and the second route join. The plurality of transport vehicles travel on the travel route. The second path has a standby unit. The controller controls traveling of the plurality of transport vehicles. The controller continues the transport vehicle from the first route to the junction while keeping the transport vehicle in the standby portion of the second route until a predetermined number of transport vehicles stop at the standby portion of the second route. Let it pass.
In this system, the transport vehicle passes continuously from the first path to the junction. And if a predetermined number of conveyance vehicles wait in the waiting part of the 2nd path, the continuous passage of the conveyance vehicles from the 1st path will stop.
Thus, since the conveyance vehicle passes continuously, the conveyance efficiency of the entire system is improved. In addition, when the number of standby units on the standby part of the second route reaches a predetermined number, the transport vehicle can pass through the junction from the second route, so the transport vehicle is stagnant on the upstream side in the transport direction of the second route. Hard to do.

When a predetermined number of transport vehicles stop at the standby portion of the second route, the controller may continuously pass the junction portion through the plurality of transport vehicles on the second route.
In this system, since the plurality of transport vehicles on the standby part of the second path pass through the joining part continuously, the transport efficiency of the entire system is increased.

The first path has a standby section, and the controller waits for the transport vehicle in the standby section of the first path until a predetermined condition is satisfied while the transport vehicle passes the merging section from the second path. You may let them.
In this system, if a predetermined condition is satisfied, the transport vehicle on the standby portion of the first route can pass through the junction, and therefore the transport vehicle is unlikely to stagnate upstream in the transport direction of the first route. .

When the transport vehicle waits for a predetermined time or longer on the second route, the controller may cause the transport vehicle that has been waiting to pass through the junction portion regardless of the number of standby vehicles.
In this system, even if the number of standby units in the standby unit of the second path has not reached the predetermined number, the junction unit is allowed to pass through the junction unit that has been waiting at the timing when the predetermined time has elapsed. Thereby, the conveyance vehicle does not wait for a long time in the standby part of the second route.

A transport vehicle system according to another aspect of the present invention includes a travel route, a plurality of transport vehicles, and a controller. The travel route includes a first route, a second route, and a junction where the first route and the second route merge. The plurality of transport vehicles travel on the travel route. The controller controls traveling of the plurality of transport vehicles. The controller can switch between a first mode that allows the transport vehicle to travel along the junction from only the first route and a second mode that allows the transport vehicle to travel along the junction from only the second route. is there. In at least one of the modes, the controller switches the mode when a predetermined number of transport vehicles are stopped on a route that is not permitted to travel to the junction.
In this transport vehicle system, the transport vehicle continuously passes through the junction from the first route when in the first mode, and the transport vehicle continuously passes through the junction from the second route during the second mode. Then, in at least one of the modes, the mode is switched when a predetermined number of transport vehicles are stopped on a route that is not permitted to travel to the junction.
Thus, since the conveyance vehicle passes continuously, the conveyance efficiency of the entire system is improved. In addition, when the number of transport vehicles stopped on a route that is not permitted to travel to the junction reaches a predetermined number, the mode is switched, so that the transport vehicles are unlikely to stagnate on a route that is not permitted to travel.

The controller travels along the junction from the route permitted to travel to the junction even if the number of transport vehicles stopped on the route that is not permitted to travel to the junction has not reached the predetermined number. When the number of cars reaches a predetermined number, the mode may be switched.
In this transport vehicle system, the transport vehicle is unlikely to stagnate on a route that is not permitted to travel to the junction.

The controller may switch the mode when the selected mode has passed a predetermined time even if the number of transport vehicles stopped on the route that is not permitted to travel to the junction is not reached. .
In this transport vehicle system, the transport vehicle is unlikely to stagnate on a route that is not permitted to travel to the junction.

The controller may preferentially select a mode in which only a route having a linear shape before and after the joining portion can travel on the first route and the second route.
In this transport vehicle system, the route that passes through the merging portion while traveling in a straight line is preferentially selected, so that the transport efficiency of the entire system is improved.

At least one of the first route and the second route may have a standby unit in which the transport vehicle can wait.
In this transport vehicle system, the transport vehicle stands by at the standby section on a route that is not permitted to travel to the junction.

A plurality of transport vehicles may be on standby in the standby unit.
In this transport vehicle system, since a plurality of transport vehicles can stand by in the standby section, it takes a long time for the transport vehicle to travel on the route permitted to travel to the merge section. As a result, the conveyance efficiency of the entire system is improved.

Each of the first route and the second route is from the junction to the first branch on the upstream side in the conveyance direction, and a transport vehicle that stops on a route that is not permitted to travel to the junction is predetermined. The maximum number that does not prevent other vehicles from traveling to another route at the first branch when the vehicle is stopped on a route that is not permitted to travel to the junction. Is to reach a stoppable number of.
In this transport vehicle system, even when the transport vehicle is stopped on a route that is not permitted to travel to the junction, it is obstructive that another transport vehicle travels to another route at the first branch. Not. Therefore, the conveyance efficiency of the entire system is improved.

In the transport vehicle system according to the present invention, high transport efficiency can be realized by devising exclusive control at the junction.

The partial top view which shows the layout of the carrier system which concerns on one Embodiment of this invention. The block diagram which shows the control system of a conveyance vehicle system. The flowchart which shows the switching timing control operation | movement of the priority mode in each junction part. The schematic diagram for demonstrating the state of the conveyance vehicle in the main path | route priority mode in a 2nd junction part. The schematic diagram for demonstrating the state of the conveyance vehicle in subroute priority mode in a 2nd junction part. The schematic diagram for demonstrating the state of the conveyance vehicle in the main route priority mode in a 1st junction part. The schematic diagram for demonstrating the state of the conveyance vehicle in subroute priority mode in a 1st junction part.

1. The layout of the transport vehicle system The transport vehicle system 1 as one embodiment of the present invention is a system for causing a plurality of transport vehicles 3 to travel on a predetermined track. The transport vehicle 3 travels in one direction on the track, loads an article from a target location according to a transport command assigned by a host controller (described later), and then travels to a transport destination location. Ship to the place. The type of the transport vehicle may be any of an overhead transport vehicle, an automatic guided vehicle that travels without a track, and a tracked cart.

Fig. 1 shows the layout of the carrier system 1. The transport vehicle system 1 includes a plurality of circuit travel paths 5 and a main travel path 7 that connects the plurality of circuit travel paths 5. The trunk travel path 7 is a single circuit route as a whole. A plurality of processing devices 9 are provided along the circumferential traveling path 5, and a plurality of stockers 11 are provided along the backbone traveling path 7. The stocker 11 realizes a buffer function between the processing device 9 groups in the circuit travel path 5.

The equipment such as the processing device 9 and the stocker 11 is provided with a warehousing port 13 for carrying the goods into the equipment and a warehousing port 15 for picking up the goods from the equipment to the transport vehicle 3. Note that the warehousing port 13 and the warehousing port 15 may be shared.

2. The layout of junctions such as junctions and branches in the transport vehicle system 1 will be described with reference to FIG.

In the circuit travel path 5, a connecting path 31 for configuring a circuit shape is provided on the main travel path 7 side. In this embodiment, the connecting path 31 connects the linear portions of the circumferential traveling path 5 that extend substantially in parallel.

The main traveling path 7 and the circulating traveling path 5 are connected to each other by an inlet side connecting path 33 and an outlet side connecting path 39.

The entrance side connection path 33 is a path that allows the transport vehicle 3 to enter the circuit travel path 5 from the main travel path 7. The inlet side connection path 33 extends from one portion of the straight line portion 45 of the trunk travel path 7, and is connected to the terminal portion of the connection path 31 in the circumferential travel path 5. The inlet side connection path 33 is formed by bending and has a straight portion. With the above configuration, the first joining portion 35 where the connecting passage 31 and the inlet side connecting passage 33 join is formed, and the straight portion 37 extends therefrom.

The exit side connection path 39 is a path that enables the transport vehicle 3 to exit from the circuit travel path 5 to the main travel path 7. The outlet side connection path 39 extends from the starting end of the connection path 31 of the circuit travel path 5 and is connected to one place of the straight portion 45 of the main travel path 7. The outlet side connection path 39 is formed by bending and has a straight portion. With the above configuration, the second joining portion 41 where the straight portion 45 of the trunk traveling path 7 and the outlet side connecting passage 39 join is formed, and the straight portion 43 extends therefrom.

Further, in the trunk road 7, a first branch portion 47 where the inlet side connection path 33 and the straight portion 45 branch is formed. In the circumferential traveling path 5, a second branch portion 49 is formed in which the connection path 31 and the outlet side connection path 39 are branched.

Further, as shown in FIG. 4, in the outlet side connection path 39, three

stop positions

61, 63, 65 are secured between the second junction 41 and the second branch 49 from the downstream side in the transport direction. These constitute the standby portion 81 of the outlet side connection path 39. In the straight line portion 45 of the trunk road 7, five

stop positions

51, 53, 55, 57, 59 are secured between the second junction portion 41 and the first branch portion 47 from the downstream side in the transport direction. These constitute the standby part 83 of the straight part 45. Furthermore, in the inlet side connection path 33, two

stop positions

67 and 69 are secured between the first merging portion 35 and the first branching portion 47 from the downstream side in the transport direction. A standby portion 85 of the side connection path 33 is configured. Further, in the connection path 31, one stop position 71 is secured between the first joining part 35 and the second branch part 49, and this constitutes a standby part 87 of the connection path 31. In FIG. 4, a stop position 75 on the linear portion 73 on the upstream side in the transport direction from the second branch portion 49 is secured, and this may be included as part of the

standby portions

81 and 87. Further, a stop position 79 on the linear portion 77 on the upstream side in the transport direction from the first branch portion 47 is secured, and this may be included as a part of the

standby portions

83 and 85.

In summary, the first branching portion 47 and the second branching portion 49 are positioned upstream of the straight portion 45 joining the second joining portion 41 and the outlet side connecting path 39 in the conveying direction, respectively. One or more stop positions are secured. In addition, a first branching portion 47 and a second branching portion 49 are positioned upstream in the transport direction of the inlet-side connecting passage 33 and the connecting passage 31 that join the first joining portion 35, respectively. One or more is secured.

3. FIG. 2 shows a control system 19 of the transport vehicle system 1. The control system 19 includes a production controller 21, a distribution controller 23, a stocker controller 25, and a transport vehicle controller 27. The logistics controller 23 is a higher-order controller of the stocker controller 25 and the transport vehicle controller 27. The transport vehicle controller 27 has a function of managing a plurality of transport vehicles 3 and assigning a transport command to them.

The manufacturing controller 21 can communicate with each processing device 9. The processing device 9 transmits a conveyance request (load grasping request / unloading request) of the article for which processing has been completed to the manufacturing controller 21.

The manufacturing controller 21 transmits a transport request from the processing device 9 to the physical distribution controller 23, and the physical distribution controller 23 transmits a report to the manufacturing controller 21.

When the distribution controller 23 receives a transport request from the production controller 21, if the stocker 11 is accompanied by a receipt or delivery, it sends a receipt or delivery command to the stocker controller 25 at a predetermined timing. Then, the stocker controller 25 transmits an incoming / outgoing command to the stocker 11 accordingly. Further, when the distribution controller 23 receives a conveyance request from the manufacturing controller 21, it converts it into a conveyance command, and performs an operation for assigning the conveyance command to the conveyance vehicle 3.

The transport vehicle controller 27 continuously communicates with each transport vehicle 3 to create a transport command, and obtains position information based on the position data transmitted from each transport vehicle 3. There are the following two examples of acquiring position information.
A plurality of points are set on the circuit travel path 5 so that a passing signal is transmitted to the transport vehicle controller 27 when the transport vehicle 3 passes the points. And the conveyance vehicle controller 27 memorize | stores the point which the conveyance vehicle 3 passed most recently, and the time which passed the point, and the conveyance vehicle based on the regulation speed and time of the point area. The position of 3 is calculated and obtained.
For example, an encoder is provided in the transport vehicle 3, and the travel distance after passing the point is transmitted as position data from the transport vehicle 3 to the transport vehicle controller 27, and the transport vehicle controller 27 thereby transmits the position of the transport vehicle 3. To figure out.

The transport vehicle 3 has a controller (not shown) including a control unit and a memory. The controller of the transport vehicle 3 is a computer that includes a CPU, a RAM, a ROM, and the like and executes a program. The controller of the transport vehicle 3 can communicate with the transport vehicle controller 27. The transport vehicle 3 has a route map in the memory, and continues traveling while comparing the coordinates described in the route map with the internal coordinates of the own machine (coordinates obtained by the encoder).
Furthermore, each conveyance vehicle 3 will transmit a blocking request | requirement to the conveyance vehicle controller 27, if it enters in the predetermined area before a junction part. When the transport vehicle controller 27 does not receive a blocking request from another transport vehicle 3 or receives a blocking request, but the priority of the blocking request from the other transport vehicle 3 is low, the transport vehicle controller 27 blocks the transport vehicle 3. Send a command (command to allow blocking request). The transport vehicle 3 that has received the blocking command can pass through the junction, and the transport vehicle 3 that has not received the blocking command is stopped before the junction. Further, each transport vehicle 3 transmits a blocking release request to the transport vehicle controller 27 after passing through the intersection. As a result, the conveyance vehicle controller 27 determines whether to wait for a blocking request from another conveyance vehicle 3 or to respond to a blocking request from another conveyance vehicle 3 that has already been received.

4). Blocking control at the junction The blocking control at the junction will be described using the flowchart shown in FIG.

(1) Second junction 41
Initially, the blocking control in the 2nd junction part 41 is demonstrated.

In step S1 of FIG. 3, the main route priority mode is adopted. The “main path” in the second merging portion 41 is a straight portion 45 that is linearly connected to the straight portion 43 on the downstream side in the transport direction from the second merging portion 41, and the outlet side connecting path 39 is a sub-channel. It is a route. During the main route priority mode, the transport vehicle controller 27 permits a blocking request for the transport vehicle 3 traveling on the straight portion 45, but does not permit a blocking request for the transport vehicle 3 traveling on the outlet side connection path 39. Specifically, when the transport vehicle 3 traveling along the straight portion 45 approaches the second junction 41 and enters a predetermined area, the transport vehicle controller 27 is requested to block. Then, the transport vehicle controller 27 transmits a blocking command to the transport vehicle 3 and permits the transport vehicle 3 to pass through the second junction portion 41. The carriage 3 that has passed requests the carriage controller 27 to cancel the blocking. As a result, the transport vehicle controller 27 cancels blocking. The above operation is repeatedly executed, and as a result, the plurality of transport vehicles 3 continuously pass through the second junction portion 41. In this way, since the plurality of transport vehicles 3 continuously pass through the second joining portion 41 without stopping once in front of the second joining portion 41, the travel amount of the transport vehicle 3 in the transport vehicle system 1 is increased. Is done. In particular, since the transport vehicle 3 that travels at a high speed in the straight portion passes through the second merging portion 41 at once, the above-described effect is further enhanced.

On the other hand, during the main route priority mode, the transport vehicle 3 traveling on the outlet side connection path 39 approaches the second junction 41 and enters a predetermined area, and the transport vehicle 3 blocks the transport vehicle controller 27. Even if requested, the transport vehicle controller 27 does not transmit a blocking command to the transport vehicle 3. Accordingly, the transport vehicle 3 stops at the stop position 61 in front of the second junction 41.
In FIG. 4, five transport vehicles A1, A2, A3, A4, and A5 traveling along the straight portion 45 are going to pass through the second junction 41 in succession, and two transport vehicles are transported on the outlet side connection path 39. A state in which the cars B1 and B2 are waiting at the stop positions 61 and 63, respectively, is shown. The second transport vehicle B2 itself stops at the stop position 63 in order to avoid a collision with the first transport vehicle B1 (the same applies to the following).

In step S2, if the predetermined time has not elapsed, the process proceeds to step S3. If the predetermined time has elapsed, step S3 is passed and the process proceeds to step S4. Note that the timer of the transport vehicle controller 27 starts measuring the predetermined time from the time when the first transport vehicle 3 on the standby side (the transport vehicle B1 in FIG. 4) transmits a blocking request.

In step S3, the three transport vehicles 3 stop on the exit side connection path 39, and further the transport vehicle 3 that tries to travel to the exit side connection path 39 side at a stop position 75 upstream of the second branch portion 49 in the transport direction. Wait for it to stop. If the fixed number of transporting vehicles 3 are not in the standby state, the process returns to step S2, and if in the standby state, the process proceeds to step S4.
In FIG. 5, the transport vehicles B 1, B 2, B 3 are stopped at the stop positions 61, 63, 65 of the outlet side connection path 39, and the fourth transport vehicle B 4 is stopped upstream of the second branch portion 49. A state of stopping at a position 75 is shown. In addition, the conveyance vehicle controller 27 stores in advance how many conveyance vehicles 3 can be stopped on the exit side connection path 39 side as viewed from the second junction 41 (the number of units that can stand by in the standby unit). In order to realize the number of vehicles, a certain number of stoppage distances from the second merging portion 41 (a reference distance for switching the priority mode when the transport vehicle 3 stops at a further distance) is used. It is determined whether the transport vehicle 3 is in a standby state. The determination of the number of standby units in the standby unit is the same in other cases.

In step S4, the main route priority mode is switched to the sub route priority mode. During the sub route priority mode, the transport vehicle controller 27 permits a blocking request for the transport vehicle 3 traveling on the outlet side connection path 39, but does not permit a blocking request for the transport vehicle 3 traveling on the straight portion 45. Therefore, even if the transport vehicle 3 traveling along the straight portion 45 approaches the second junction 41 and enters a predetermined area and requests blocking from the transport vehicle controller 27, the transport vehicle controller 27 No blocking command is sent to 3. As a result, the transport vehicle 3 stops at the stop position 51. By repeating the above operation, the transport vehicle 3 stops in order in the straight line portion 45. FIG. 5 shows a state in which the three conveyance vehicles A8, A9, and A10 are stopped at the linear portion 45. On the other hand, the waiting transport vehicles B1, B2, B3, B4 in turn receive transmission of blocking permission from the transport vehicle controller 27, and then pass through the second junction 41 and then to the transport vehicle controller 27. Request unblocking. As a result, the waiting transport vehicles B1, B2, B3, and B4 continuously pass through the second junction 41.

In step S5, if a part or all of the transport vehicles (transport vehicles B1 to B4) waiting on the sub route at the time of switching to the sub route priority mode pass through the second junction 41, the process returns to step S1. Thus, the sub route priority mode is switched to the main route priority mode. If the predetermined number has not passed the 2nd junction part 41, it will transfer to Step S6.

In step S6, the five transport vehicles 3 stop on the exit side connection path 39, and the transport vehicle 3 that tries to travel to the linear portion 45 side stops at a stop position 79 that is upstream of the first branch portion 47 in the transport direction. Wait to do. If the fixed number of transport vehicles 3 is not in the standby state, the process returns to step S5, and if in the standby state, the process proceeds to step S1 to switch the sub route priority mode to the main route priority mode.

In the above control operation, the priority mode is switched in the paths on both sides of the second junction unit 41, and the conveyance vehicle 3 passes through the second junction unit 41 only from one path each time. For this reason, the conveyance efficiency of the conveyance vehicle system 1 improves.
Note that the priority mode switching is devised so as not to cause problems due to standby of the transport vehicle 3. Specifically, the transport vehicle 3 on the standby side is prevented from stopping at a position upstream of the first branching portion 47 and the second branching portion 49 in the transporting direction. Therefore, the first branching portion 47 and the second branching portion 49 are prevented. In this case, it is possible to prevent the transport vehicle 3 from traveling on the other side (the side that is not the confluence portion in question) from traveling. Further, since the waiting time of the waiting transport vehicle 3 is also checked, it is possible to prevent the transport vehicle 3 from waiting at the standby position for a long period of time.

(2) 1st junction part 35
Next, the blocking control in the 1st junction part 35 is demonstrated. In step S1 of FIG. 3, the main route priority mode is adopted. Here, the “main path” is the inlet-side connecting path 33 that communicates linearly with the linear section 37 on the downstream side in the transport direction of the first merging section 35, and the connecting path 31 is a sub-path. . During the main route priority mode, the transport vehicle controller 27 permits a blocking request for the transport vehicle 3 traveling on the entrance side connection path 33, but does not permit a blocking request for the transport vehicle 3 traveling on the connection path 31. Specifically, when the transport vehicle 3 traveling on the inlet side connecting path 33 approaches the first junction 35 and enters a predetermined area, the transport vehicle controller 27 is requested to block. Then, the transport vehicle controller 27 transmits a blocking command to the transport vehicle 3 and permits the transport vehicle 3 to pass through the first junction 35. The transport vehicle 3 that has passed through the first junction 35 requests the transport controller 27 to cancel blocking. As a result, the transport vehicle controller 27 cancels blocking. As a result of the above operations being repeatedly executed, the plurality of transport vehicles 3 continuously pass through the first junction portion 35.

On the other hand, even if the transport vehicle 3 traveling on the connection path 31 approaches the first junction 35 and enters a predetermined area and requests blocking from the transport vehicle controller 27 during the main route priority mode, the transport vehicle The controller 27 does not transmit a blocking command to the transport vehicle 3. Accordingly, the transport vehicle 3 stops at the stop position 71 in front of the first junction portion 35.
In FIG. 6, two transport vehicles C <b> 1 and C <b> 2 that are traveling on the entrance-side connection path 33 are going to pass through the first junction 35 in succession. Indicates a waiting state.

In step S2, if the predetermined time has not elapsed, the process proceeds to step S3. If the predetermined time has elapsed, step S3 is passed and the process proceeds to step S4. Note that, during the predetermined time, the timer of the transport vehicle controller 27 starts measurement from the time when the transport vehicle 3 on the standby side (the transport vehicle D1 in FIG. 6) transmits a blocking request.

In step S3, one transport vehicle 3 stops on the connection path 31, and the transport vehicle 3 that tries to travel to the connection path 31 side stops at a stop position 75 that is upstream of the second branch portion 49 in the transport direction. Wait for. If the fixed number of transporting vehicles 3 are not in the standby state, the process returns to step S2, and if in the standby state, the process proceeds to step S4.
In FIG. 7, the transport vehicle D1 is stopped at the stop position 71 of the connection path 31, and the second transport vehicle D2 is stopped at the stop position 75 upstream of the second branching portion 49 in the transport direction. Is shown.

In step S4, the main route priority mode is switched to the sub route priority mode. During the sub route priority mode, the transport vehicle controller 27 permits a blocking request for the transport vehicle 3 traveling on the connection path 31, but does not permit a blocking request for the transport vehicle 3 traveling on the entrance side connection path 33. Therefore, even if the transport vehicle 3 traveling on the inlet side connection path 33 approaches the first junction 35 and enters a predetermined area and requests the transport vehicle controller 27 to block, the transport vehicle controller 27 A blocking command is not transmitted to the transport vehicle 3. As a result, the transport vehicle 3 stops at the stop position 67. As a result, the transport vehicle 3 stops in order on the inlet side connection path 33.
FIG. 7 shows a state in which the two transport vehicles C4 and C5 are stopped in the entrance side connecting path 33. On the other hand, the transporting vehicles D1 and D2 that are on standby sequentially receive the blocking permission from the transporting vehicle controller 27, and transmit a blocking release request to the transporting vehicle controller 27 after passing through the first junction 35. As a result, the transporting vehicles D1 and D2 on standby pass through the second junction unit 41 continuously.

In step S5, if a part or all of the transport vehicles (transport vehicles D1 to D2) waiting on the sub route at the time of switching to the sub route priority mode pass through the first junction 35, the process returns to step S1. Thus, the sub route priority mode is switched to the main route priority mode. If the predetermined number has not passed the 1st junction part 35, it will transfer to step S6.

In step S6, the two transport vehicles 3 stop on the entrance-side connection path 33, and further, the transport vehicle intends to travel toward the entrance-side connection path 33 at a stop position 79 upstream of the first branching portion 47 in the transport direction. Wait for 3 to stop. If the fixed number of transport vehicles 3 is not in the standby state, the process returns to step S5, and if in the standby state, the process proceeds to step S1 to switch the sub route priority mode to the main route priority mode.

In the above control operation, the priority mode is switched in the paths on both sides of the first junction 35, and the transport vehicle 3 passes through the first junction 35 only from one path each time. For this reason, the conveyance efficiency of the conveyance vehicle system 1 improves.
Note that switching of the priority mode is devised so as not to cause a problem due to standby of the transport vehicle 3. Specifically, the transport vehicle 3 on the standby side does not stop at a position upstream of the first branching portion 47 and the second branching portion 49 in the transporting direction, so that the first branching portion 47 and the second branching portion 49 are prevented. In this case, it is possible to prevent the transport vehicle 3 from traveling on the other side (the side that is not the confluence portion in question) from traveling. In addition, since the waiting time of the waiting transport vehicle 3 is also checked, it is possible to prevent the transport vehicle 3 from waiting in the standby place for a long period of time.

5). Features Hereinafter, features of one embodiment of the present invention will be described using the operation of exclusive control in the second junction unit 41 as an example.

(1) The transport vehicle system 1 includes a travel route, a plurality of transport vehicles 3, and a transport vehicle controller 27. The travel route includes a straight portion 45, an outlet side connection passage 39, and a second joining portion 41 where both join. The plurality of transport vehicles 3 travel on the travel route. The outlet side connection path 39 has a standby portion 81. The transport vehicle controller 27 controls the traveling of the plurality of transport vehicles 3. The transport vehicle controller 27 exits the transport vehicle 3 until a predetermined number of transport vehicles stop at the standby portion 81 (including the portion upstream of the second branch portion 49 in the transport direction) of the exit side connection path 39. The carriage 3 is continuously passed from the straight portion 45 to the second junction portion 41 while waiting in the standby portion 81 of the side connection path 39.
In this system, the transport vehicle 3 passes continuously from the straight portion 45 to the second junction portion 41. And when the predetermined number of conveyance vehicles 3 stand by in the standby part 81 of the exit side connection path 39, the continuous passage of the conveyance vehicles 3 from the linear part 45 stops. Thus, since the conveyance vehicle 3 passes continuously, the conveyance efficiency of the conveyance vehicle system 1 whole improves. In addition, when the number of standby units on the standby unit 81 of the exit side connection path 39 reaches a predetermined number, the transport vehicle 3 can pass through the second junction 41 from the exit side connection path 39, so the exit side connection path It is possible to prevent the transport vehicle 3 from stagnating upstream in the transport direction 39.

(2) When a predetermined number of transport vehicles 3 stop at the standby portion 81 of the exit side connection path 39, the transport vehicle controller 27 thereafter designates a plurality of transport vehicles on the standby portion 81 of the exit side connection path 39. 2 is continuously passed through the junction 41. In this case, since the plurality of transport vehicles 3 on the standby unit 81 of the outlet side connection path 39 passes through the second junction unit 41 continuously, the transport efficiency of the entire transport vehicle system 1 is increased.

(3) The straight line portion 45 has a standby portion 83. The transport vehicle controller 27 keeps the transport vehicles until a predetermined number of transport vehicles stop at the standby portion 83 of the straight portion 45 while the transport vehicle 3 passes through the first junction 35 from the outlet side connection path 39. The standby part 83 of the straight line part 45 is made to wait. That is, when the number of standby units 83 in the straight line part 45 reaches a predetermined number, the straight line 45 can pass from the second joining part 41, so the transport vehicle 3 on the upstream side in the transport direction of the straight line part 45 It is possible to prevent stagnation.

(4) When the transport vehicle 3 waits for a predetermined time or more in the exit side connection path 39, the transport vehicle controller 27 passes the second junction 41 to the transport vehicle 3 that has been waiting, regardless of the number of standby vehicles. . That is, even if the number of standby units on the outlet side connection path 39 does not reach the predetermined number, the second junction 41 is passed through the transport vehicle 3 that has been waiting at the timing when the predetermined time has elapsed. Thereby, the conveyance vehicle 3 does not wait in the exit side connection path 39 for a long time.

(5) The transport vehicle system 1 includes a travel route, a plurality of transport vehicles 3, and a transport vehicle controller 27. The travel route includes a straight portion 45, an outlet side connection passage 39, and a second joining portion 41 where both join. The plurality of transport vehicles 3 travel on the travel route. The transport vehicle controller 27 includes a main route priority mode (first mode) that allows the transport vehicle 3 to travel the second junction 41 from only the straight portion 45, and the transport vehicle 3 from the outlet side connection path 9 only. It is possible to switch between the sub route priority mode (second mode) that allows the vehicle to travel through the two junctions 41. In at least one of the modes, the transport vehicle controller 27 switches the mode when the transport vehicle 3 stopped on the route not allowed to travel to the second junction 41 reaches a predetermined number.
In the transport vehicle system 1, the transport vehicle continuously passes through the second joining portion 41 from the straight portion 45 when in the main route priority mode, and the transport vehicle 3 passes through the outlet side connection path 39 when the sub route priority mode is set. It passes the 2 junction part 41 continuously. In at least one of the modes, the mode is switched when the number of transporting vehicles 3 that have stopped on the route that is not permitted to travel to the second junction 41 reaches a predetermined number.
Thus, since the conveyance vehicle 3 passes continuously, the conveyance efficiency of the whole system improves. Further, when the number of transport vehicles 3 stopped on a route that is not permitted to travel to the second junction 41 reaches a predetermined number, the mode is switched, so that the transport vehicle 3 travels on a route that is not permitted to travel. It is hard to stagnate.

(6) The transport vehicle controller 27 travels to the second junction 41 even if the transport vehicles 3 that have stopped on the route that is not permitted to travel to the second junction 41 have not reached the predetermined number. When the number of transport vehicles 3 that have traveled the second junction 41 from the permitted route reaches a predetermined number, the mode is switched.
In this transport vehicle system, the transport vehicle 3 is unlikely to stagnate on a route that is not permitted to travel to the second junction 41.

(7) The transport vehicle controller 27 determines that the selected mode is the predetermined time even if the transport vehicle 3 stopped on the route not allowed to travel to the second junction 41 has not reached the predetermined number. After elapse, switch the mode.
In the transport vehicle system 1, the transport vehicle 3 is unlikely to stagnate on a route that is not permitted to travel to the second junction 41.

(8) The transport vehicle controller 27 preferentially selects a mode in which only the route having a linear shape before and after the second junction 41 in the straight portion 45 and the outlet side connection path 39 can travel.
In this conveyance vehicle system 1, since the path | route which passes along the 2nd junction part 41 running linearly is selected preferentially, the conveyance efficiency of the whole system improves.

(9) At least one of the straight line portion 45 and the outlet side connection path 39 has a standby portion (83, 81) in which the transport vehicle 3 can wait.
In this transport vehicle system 1, the transport vehicle 3 stands by at the standby section (83, 81) on a route that is not permitted to travel to the second junction section 41.

(10) A plurality of transport vehicles 3 can stand by in the standby section (83, 81).
In this transport vehicle system 1, since a plurality of transport vehicles 3 can stand by in the standby section (83, 81), it takes a long time for the transport vehicle 3 to travel on the route permitted to travel to the second junction section 41. Become. As a result, the conveyance efficiency of the entire system is improved.

(11) The straight line portion 45 and the outlet side connection path 39 are each between the second junction portion 41 and the first branch portion (47, 49) on the upstream side in the transport direction. “When a predetermined number of transport vehicles 3 are stopped on a route that is not permitted to travel to the second junction 41”, the transport vehicle 3 is permitted to travel to the second junction 41. When the vehicle stops on a non-route, the maximum number of stops that does not interfere with the other transport vehicle 3 traveling on another route at the first branch portion (47, 49) is reached.
In this transport vehicle system 1, even when the transport vehicle 3 is stopped on a route that is not permitted to travel to the second junction 41, another transport vehicle is used at the first branch portion (47, 49). It is not disturbed that 3 travels to another route. Therefore, the conveyance efficiency of the entire system is improved.

(12) The inlet-side connecting path 33 or the outlet-side connecting path 39 has a bent shape, thereby securing a plurality of stop positions. Thus, by newly providing a standby part of the transport vehicle 3, the number of standby units when the other route is preferentially traveled can be increased.
In particular, the exit-side connection path 39 is a place where a plurality of transport vehicles 3 that have been processed in the circuit travel path 5 are transferred to other circuit travel paths, and the transport vehicle 3 tends to stagnate. It is possible to stop a plurality of transport vehicles 3 by ensuring a long time, which contributes to an improvement in transport efficiency.

(13) Two or more standby units are set in any standby unit, and when the waiting transport vehicle reaches the set standby number, the priority mode is switched, and the standby transport vehicle is set to the junction unit. It is possible to pass through. In this way, the priority of other routes in the junction can be freely set according to the number of standby units.

6). Other Embodiments Although one embodiment of the present invention has been described above, the present invention is not limited to the above embodiment, and various modifications can be made without departing from the scope of the invention.

(1) In the embodiment, when the sub route priority mode is entered, if a part or all of the transport vehicles waiting on the sub route at the time of switching to the sub route priority mode pass through the junction (step S5), At that time, the mode has been switched to the main route priority mode, but the present invention is not limited to this.
For example, it may be switched to the main route priority mode when a predetermined time has elapsed since the sub route priority mode was entered. Note that, for the predetermined time, the timer of the transport vehicle controller 27 starts measurement from the time when the first transport vehicle 3 on the standby side transmits a blocking request.

(2) In the above embodiment, the standby time of the first transport vehicle on the standby side is measured in step S2 of FIG. 3 and when the predetermined time has elapsed, the main route priority mode is switched to the sub route priority mode. The present invention is not limited to this. There is no need to perform the control based on the standby time, or the control based on the standby time is both switched from the main route priority mode to the sub route priority mode and from the sub route priority mode to the main route priority mode. May be adopted.

(3) In the above-described embodiment, in steps S3 and S6 in FIG. 3, the transport vehicle is moved to the stop positions 75 and 79 that are further upstream in the transport direction of the first branch portion 47 and the second branch portion 49 in each standby path. The priority mode is switched after waiting for 3 to arrive, but the present invention is not limited to this.
For example, the priority mode may be switched when the transport vehicle 3 arrives at any stop position downstream in the transport direction from the first branch portion 47 and the second branch portion 49.

(4) In the said embodiment, although the conveyance vehicle standby part was provided in the path | route of the both sides which join a junction part, this invention is not limited to this. For example, the standby unit may not be provided on any one of the paths.

(5) In the above-described embodiment, the main route is defined as a route in which the transport vehicle goes straight through the branch portion, but the present invention is not limited to this. For example, the curved portion may be the main route.

(6) The layout and control system of the transport vehicle system are not limited to the above embodiment. Further, the type of equipment to which the transport vehicle system is applied is not limited to the above embodiment.

The present invention is useful for a transport vehicle system in which a plurality of transport vehicles travel on a route having a junction of two routes.

DESCRIPTION OF SYMBOLS 1 Conveyance vehicle system 3 Conveyance vehicle 5 Circulation traveling path 7 Basic traveling path 9 Processing apparatus 11 Stocker 13 Incoming port 15 Outlet port 19 Control system 21 Manufacturing controller 23 Logistics controller 25 Stocker controller 27 Conveying vehicle controller (controller)
31 connecting path 33 inlet side connecting path 35 first joining part 37 straight line part 39 outlet side connecting path (second path)
41 2nd merge part 43 Straight line part 45 Straight line part (1st path | route)
47 1st branch part 49

2nd branch part

51,53,55,57,59,61,63,65,67,69,71,75,79

Stop position

73,77

Linear part

81,83,85,87 Standby Part

Claims

A travel route having a first route, a second route having a standby portion, and a merging portion where the first route and the second route merge;
A plurality of transport vehicles traveling on the travel route;
A controller for controlling the traveling of the plurality of transport vehicles,
The controller is
Until the predetermined number of transport vehicles stop at the standby portion of the second path, the transport vehicles are allowed to wait from the first path while the transport vehicles are waiting at the standby section of the second path. Passing continuously through the part,
Transport vehicle system.
The controller is
2. The conveyance according to claim 1, wherein when a predetermined number of conveyance vehicles stop on the second route, the merging portion is continuously passed through a plurality of conveyance vehicles in the standby portion of the second route. Car system.
The first path has a standby unit,
The controller is
3. The transport vehicle system according to claim 2, wherein the transport vehicle waits in the standby unit of the first route until a predetermined condition is satisfied while the transport vehicle passes through the junction from the second route. .
The controller is
4. When the transport vehicle waits for a predetermined time or more in the standby section of the second path, the transport vehicle that has been waiting passes through the junction section regardless of the number of standby vehicles. The transport vehicle system described in 1.
A travel route having a first route, a second route, and a junction where the first route and the second route merge;
A plurality of transport vehicles traveling on the travel route;
A controller for controlling the traveling of the plurality of transport vehicles,
The controller allows a first mode that allows the transport vehicle to travel along the junction from only the first route, and allows the transport vehicle to travel through the junction from only the second route. 2 modes can be switched,
In at least one of the modes, the controller switches modes when the number of the transport vehicles stopped on a route that is not permitted to travel to the merging portion reaches a predetermined number.
The controller is configured such that, even if the transport vehicle stopped on a route that is not permitted to travel to the merging portion has not reached a predetermined number, the merging from the route that is permitted to travel to the merging portion. The transport vehicle system according to claim 5, wherein the mode is switched when the number of the transport vehicles traveling the section reaches a predetermined number.
The controller switches the mode when the selected mode has passed a predetermined time even if the number of transport vehicles stopped on a route that is not permitted to travel to the merging portion has not reached the predetermined number. The carrier vehicle system according to claim 5.
The controller according to any one of claims 5 to 7, wherein the controller preferentially selects a mode in which only a route having a linear shape before and after the merging portion can travel on the first route and the second route. Transport vehicle system.
9. The transport vehicle system according to claim 5, wherein at least one of the first route and the second route includes a standby unit on which the transport vehicle can wait.
10. The transport vehicle system according to claim 9, wherein a plurality of transport vehicles can stand by in the standby unit.
Each of the first route and the second route is between the junction and the first branch on the upstream side in the transport direction,
When the transport vehicle that has stopped on a route that is not permitted to travel to the junction reaches a predetermined number, the transport vehicle is stopped on a route that is not permitted to travel to the junction. 11. The transport vehicle system according to claim 9 or 10, wherein a maximum stoppable number that does not interfere with another transport vehicle traveling on another route is sometimes reached at the first branch portion.